Vehicle anti-dazzling method and vehicle

Abstract

The invention provides a vehicle anti-dazzling method and a vehicle. The vehicle anti-dazzling method comprises the steps of obtaining light source information of an external environment of the vehicle, eye positions of a user in the vehicle and running information of the vehicle; determining a current projection area of a current light path from the light source to the eye position on the shielding part according to the light source information and the eye position; according to the light source information and the operation information, a light path change path of the light source relative to the eye position is predicted, and a light path change area of the light path change path on the shielding component is obtained; based on the light source information, according to the current projection area and the light path change area, the light transmittance of the corresponding area of the shielding component is adjusted so as to adjust the light intensity of the light source irradiating the eyes of the user. According to the embodiment of the invention, the dazzling feeling of a user can be reduced, and the vehicle driving safety is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle anti-glare method and vehicle. Background Technology

[0002] With the increasing demand for intelligent and comfortable vehicles, intelligent cockpit technology is becoming an important development direction in the automotive industry. During driving, drivers face the problem of glare from strong external light, such as direct sunlight and oncoming vehicle high beams, which seriously affects driving safety and comfort. Current vehicle anti-glare methods mainly rely on traditional sun visors. While traditional sun visors can provide some sun protection, their fixed and passive nature prevents them from dynamically adjusting to changes in light conditions and may obstruct part of the driver's field of vision, thus affecting vehicle driving safety. Summary of the Invention

[0003] This application provides a vehicle anti-glare method and vehicle that can reduce glare for users and improve vehicle driving safety.

[0004] In a first aspect, embodiments of this application provide a vehicle anti-glare method, applied to a vehicle, the vehicle including a shielding component, wherein the light transmittance of different areas on the shielding component is variable; the method includes:

[0005] It acquires information about the light sources in the external environment of the vehicle, the eye positions of the users inside the vehicle, and the vehicle's operating information.

[0006] Based on the light source information and the eye position, determine the current projection area of ​​the current light path from the light source to the eye position on the shading component;

[0007] Based on the light source information and operation information, predict the optical path change path of the light source relative to the eye position, and obtain the optical path change area on the shielding component.

[0008] Based on the light source information, the transmittance of the corresponding area of ​​the shielding component is adjusted according to the current projection area and the area of ​​light path change, so as to adjust the light intensity of the light source directed towards the user's eyes.

[0009] Secondly, this application provides a vehicle anti-glare device applied to a vehicle, the vehicle including a shielding component, wherein the light transmittance of different areas on the shielding component is variable; the device includes:

[0010] The acquisition module is used to acquire light source information of the external environment of the vehicle, the eye position of the user inside the vehicle, and the vehicle's operating information;

[0011] The determining module is used to determine the current projection area of ​​the current optical path from the light source to the eye position on the shielding component based on the light source information and the eye position;

[0012] The prediction module is used to predict the optical path change path of the light source relative to the eye position based on the light source information and the operation information, and to obtain the optical path change area of ​​the optical path change path on the shielding component.

[0013] The adjustment module is used to adjust the light transmittance of the corresponding area of ​​the shielding component based on the light source information, the current projection area, and the light path change area, so as to adjust the light intensity of the light source directed towards the user's eyes.

[0014] Thirdly, embodiments of this application provide an electronic device, which includes: a processor and a memory storing computer program instructions;

[0015] When the processor executes computer program instructions, it implements the vehicle anti-glare method as described in any of the embodiments of the first aspect.

[0016] Fourthly, embodiments of this application provide a computer storage medium storing computer program instructions, which, when executed by a processor, implement the vehicle anti-glare method as described in any of the embodiments of the first aspect.

[0017] Fifthly, embodiments of this application provide a computer program product in which instructions, when executed by a processor of an electronic device, cause the electronic device to perform a vehicle anti-glare method as described in any of the embodiments of the first aspect above.

[0018] Sixthly, embodiments of this application also provide a vehicle, which includes at least one of the following:

[0019] Such as the vehicle anti-glare device in the second aspect;

[0020] Such as electronic devices in the third aspect;

[0021] Such as the computer-readable storage medium in the fourth aspect;

[0022] Such as computer program products in the fifth aspect.

[0023] In the vehicle anti-glare method and vehicle provided in this application embodiment, by acquiring light source information of the external environment of the vehicle, the eye position of the user inside the vehicle, and the vehicle's operating information, the current projection area of ​​the current light path from the light source to the user's eye position on the shielding component is accurately determined. Simultaneously, based on the light source information and operating information, the light path change path relative to the eye position of the light source is predicted, obtaining the light path change area on the shielding component. Based on the current projection area and the light path change area, the transmittance of the corresponding area of ​​the shielding component is precisely adjusted, thereby regulating the light intensity emitted by the light source towards the user's eyes. This application, by real-time monitoring and prediction of the light path change of the light source, can adjust the transmittance of the shielding component in advance, ensuring that the driver's vision remains clear at all times, reducing visual interference and discomfort caused by glare, and enhancing the safety and comfort during vehicle operation. Attached Figure Description

[0024] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a schematic flowchart of the vehicle anti-glare method provided in the embodiments of this application;

[0026] Figure 2 This is a schematic diagram of the structure of a vehicle anti-glare device provided in an embodiment of this application;

[0027] Figure 3 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0028] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0029] Numerous specific details are set forth in the following description in order to provide a full understanding of this disclosure, but this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some, and not all, of the embodiments of this disclosure.

[0030] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the term "comprising" or any other variations thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0031] With the increasing demand for intelligent and comfortable vehicles, smart cockpit technology is becoming an important development direction in the automotive industry. During driving, drivers face the problem of glare from strong external light, such as direct sunlight and oncoming high beams, which seriously affects driving safety and comfort. While traditional sun visors can provide some sun protection, their fixed and passive nature prevents them from dynamically adjusting to changes in light and may also obstruct part of the driver's view. Therefore, developing a dynamic and intelligent anti-glare technology solution is a pressing issue in the field of smart cockpits.

[0032] In some existing technologies, strong light sources can be identified by image sensors, the driver's eye position can be located by eye-tracking systems, and the shading area can be calculated by a processor and a virtual sun visor can be generated on a transparent display to dynamically block strong light. This solves to some extent the problems of traditional fixed sun visors blocking the field of vision and being unable to adapt to changes in light.

[0033] However, this system has inherent limitations due to its "display-generated virtual sun visor" technology: First, large-size transparent displays are expensive and require complex drive circuits and power management, making integration difficult and affecting vehicle design and cost control; second, transparent displays are prone to insufficient brightness and decreased contrast under strong light, limiting their light-blocking effect, and their stability and durability are challenged when operating in the harsh in-vehicle environment for extended periods; third, sudden changes in brightness between the shaded and unshaded areas, as well as the display's own light emission, can easily lead to driver visual fatigue; and fourth, the ability to block extreme strong light is limited by the display's transmittance and contrast, making it difficult to achieve ultimate light blocking.

[0034] Therefore, how to provide a dynamic anti-glare solution that is lower in cost, more integrated, has less visual impact, and has better light-blocking effect has become an urgent technical problem to be solved.

[0035] In order to solve the problems existing in the related technologies, this application provides a vehicle anti-glare method and a vehicle.

[0036] The vehicle anti-glare method provided in the embodiments of this application will be described below. Figure 1 As shown, this method is applied to a vehicle, which includes a shielding component, wherein the light transmittance of different areas on the shielding component is variable; the method specifically includes the following steps:

[0037] S100: Acquire light source information of the external environment of the vehicle, the eye position of the user inside the vehicle, and the operating information of the vehicle.

[0038] Optionally, in this embodiment, the shielding component is a core actuator on the vehicle used to dynamically adjust light transmittance to achieve anti-glare. Different areas of its surface can independently control light transmittance (e.g., a gradual adjustment from transparent to opaque or dark). The shielding component can be integrated into the vehicle's windshield, sunroof, or dedicated sun visor. It can be made of electrochromic materials (such as polymer-dispersed liquid crystal (PDLC) films, electrochromic (EC) glass, etc.), and its optical properties are controlled by electrical signals to selectively block strong light. The design of the shielding component can adapt to the vehicle's cabin structure, ensuring precise coverage of potential strong light paths without affecting the driver's normal field of vision.

[0039] Light sources refer to strong light sources in the vehicle's external environment that may cause glare to the driver. These can be categorized into natural and artificial light sources. Natural light sources are typically exemplified by the sun, which provides a wide illumination range and whose intensity varies with time and weather. Artificial light sources include oncoming vehicle headlights, streetlights, and building spotlights; these sources usually have a relatively concentrated illumination range, and their intensity and location dynamically adjust with changes in the vehicle or environment. The system needs to identify and locate these light sources to implement targeted anti-glare control.

[0040] Light source information is a characteristic description of a light source, used to accurately depict the properties and state of the light source. It mainly includes the three-dimensional position of the light source, the type of light source, the light intensity, the illumination range, and the intensity distribution.

[0041] Vehicle operation information is a set of parameters that reflect the real-time motion status and position of a vehicle, and may include vehicle speed, steering angle, acceleration, GPS positioning data, driving trajectory prediction, etc.

[0042] Optionally, in one feasible implementation of this application, a high dynamic range (HDR) camera with a frame rate of no less than 30fps is used to capture environmental images in real time outside the vehicle. High-brightness areas are extracted using image recognition algorithms. The presence of a strong light source is determined through brightness threshold filtering, morphological feature analysis (such as shape regularity and edge gradient), and dynamic change verification. If a strong light source is found, its position is mapped to the vehicle coordinate system to determine its three-dimensional coordinate information. The type of light source (such as sunlight or oncoming headlights) is identified by combining features such as brightness, color, and spectrum. Simultaneously, surrounding environmental features are acquired to ensure that the strong light source identification accuracy error is less than the error threshold, and the accuracy rates for light source type and environment identification are higher than the accuracy thresholds. Inside the vehicle, a near-infrared active driver monitoring system (DMS) camera with a frame rate of no less than 30fps captures the driver's facial image. Facial recognition and eye-tracking algorithms are used to locate the pupils and calculate the real-time three-dimensional coordinates of the eyes to obtain their position. Simultaneously, vehicle operating information, including vehicle speed, steering angle, acceleration, and GPS positioning data, is acquired via the vehicle bus at a frequency of no less than 50Hz. It should be noted that the aforementioned multi-source data can also be synchronized in time and filtered for noise to form a complete dataset covering light source information, eye position, and vehicle operating status, laying the foundation for subsequent optical path calculations and dynamic adjustments. The entire process must meet real-time requirements, with a data update frequency typically no less than 30Hz to adapt to dynamic changes during vehicle movement.

[0043] S200, based on the light source information and the eye position, determine the current projection area of ​​the current light path from the light source to the eye position on the shielding component.

[0044] Optionally, in this embodiment, the current projection area refers to the coverage area formed on the shielding component by the real-time optical path from the external strong light source to the user's eye position.

[0045] Optionally, in one feasible implementation of this application, the three-dimensional coordinates of the light source, the three-dimensional coordinates (X, Y, Z) of the eye position, and the physical parameters of the shading component (such as installation position, size, and shape) are first obtained, and a spatial model is established based on the vehicle coordinate system. Specifically, the light source and eye position can be unified to the same coordinate system through coordinate transformation, and then a ray tracing algorithm is used to simulate the straight light path from the light source to the eyes, and the coordinates of the intersection point of the light path and the plane of the shading component are calculated. Combining the light emission angle of the light source (such as the headlight divergence angle, the solar field of view angle) and the pupil range of the eyes, the intersection point is expanded through geometric projection to form the boundary of the region, and the shape (such as a circle or polygon) and precise boundary coordinates of the current projection area are determined. At the same time, it can also be verified whether the region is completely within the adjustable range of the shading component. If it exceeds the range, it is trimmed and corrected, providing a precise spatial positioning basis for subsequent light transmittance adjustment.

[0046] S300, based on the light source information and the operation information, predict the optical path change path of the light source relative to the eye position, and obtain the optical path change area of ​​the optical path change path on the shielding component.

[0047] Optionally, in this embodiment, the optical path change path refers to the continuous change trajectory of the light path from the external light source to the user's eyes over a predicted future period based on the vehicle's operating state and light source characteristics. It reflects the dynamic movement trend of the light source relative to the eye's position. For example, when the vehicle turns, the path of the sunlight or oncoming headlights entering the driver's eyes will gradually shift as the vehicle's posture changes; or when an oncoming vehicle approaches, the optical path of its high beams will continuously adjust as the relative positions of the two vehicles change.

[0048] The optical path variation region refers to the continuous area formed by the projection of the changing optical path onto the shielding component, encompassing all areas where strong light may potentially be projected onto the shielding component within a future timeframe. It is composed of the projection areas of the predicted optical path onto the shielding component at each moment in the optical path variation path. By spatiotemporally fitting these instantaneous projection areas, a continuous region containing dynamic changing trends is formed. For example, when a vehicle turns, the optical path variation region of the sun will appear as a fan shape gradually expanding along the turning direction; when an oncoming vehicle approaches, the optical path variation region of its high beams will appear as a circle or ellipse gradually increasing in size from far to near. This region provides a spatial range reference for the system to adjust the transmittance of the shielding component in advance, ensuring that the shielding component is prepared before the strong light actually arrives, avoiding glare problems caused by lag.

[0049] Optionally, in one feasible implementation of this application, prediction can be based on a physical model. The core of this approach is to simulate changes in the light path through multi-dimensional physical modeling: First, an astronomical algorithm combined with GPS data and time information is used to establish a solar trajectory model, accurately calculating the sun's position changes under different spatiotemporal conditions. Simultaneously, a road geometry model is constructed using high-precision maps and vehicle sensors to identify features such as road curvature and slope. Combined with a vehicle kinematics model, the future position and attitude of the vehicle are predicted using motion differential equations. Based on this, ray tracing technology is used to correlate the light source position, vehicle attitude, and driver's eye position, calculating the projection sequence of the light path onto the shading component over a future period, forming a continuous area of ​​light path change. For example, when a vehicle turns, the deviation trajectory of the solar light path can be predicted based on the steering angle and road curvature, generating a corresponding fan-shaped area on the shading component in advance.

[0050] Machine learning can also be used for prediction, enabling intelligent forecasting through data-driven approaches. This involves collecting massive amounts of driving scenario data (including light source characteristics, vehicle motion, and environmental parameters), training models using recurrent neural networks (RNNs) or long short-term memory (LSTMs), and learning the correlation patterns between light path changes and factors such as time, weather, and road conditions. Simultaneously, computer vision is used to identify specific scenarios (such as tunnel entrances / exits, and oncoming vehicle intersections) to trigger pre-trained "glare mode" strategies. For example, when a vehicle is about to exit a tunnel, it automatically predicts a sudden glare and adjusts the shading area in advance. Furthermore, reinforcement learning can be combined to optimize strategies through trial and error in actual driving, such as correcting prediction biases based on driver pupil changes. The physical model ensures the prediction accuracy for basic scenarios, while machine learning enhances adaptability to complex scenarios. The entire prediction process can iterate and update every 100ms, keeping pace with vehicle motion and providing real-time, reliable spatial guidance for adjusting the S400's transmittance.

[0051] S400, based on the light source information, and according to the current projection area and the light path change area, the transmittance of the corresponding area of ​​the shielding component is adjusted to adjust the light intensity of the light source directed towards the user's eyes.

[0052] Optionally, in one feasible implementation of this application, the target transmittance value that optimizes the driver's visual comfort is first calculated based on the light intensity, spectral characteristics, and light source type in the light source information, combined with a human visual perception model. For example, for high-intensity sunlight, the transmittance of the corresponding area can be reduced to 10%-20%; for oncoming headlights, it is dynamically adjusted to 30%-50% to balance shading and visibility requirements.

[0053] In terms of regional control, the current projection area and the area of ​​light path change can be gridded, and the transmittance of each grid can be calculated independently. For the current projection area, a Gaussian distribution strategy with low transmittance at the center and gradual change at the edges is adopted to ensure that the core area of ​​strong light is blocked to the greatest extent while reducing the impact on the surrounding view. For the area of ​​light path change, transmittance weights are assigned according to the arrival probability within the prediction time window, and the area with higher probability has lower transmittance. For example, when a vehicle turns, the area of ​​the future path of sunlight will show a gradient change of low transmittance in advance.

[0054] Specifically, voltage control technology can be used to drive the light transmittance adjustment of the shielding components. To avoid visual interference caused by sudden changes in light transmittance, a smooth transition algorithm can be used, with the rate of change in light transmittance controlled at 5%-10% / ms. Simultaneously, real-time monitoring of the driver's pupil changes and head movements dynamically fine-tunes the light transmittance parameters, forming a closed-loop feedback loop. For example, if frequent blinking or head shifting is detected, the shading effect is automatically enhanced. Ultimately, through regionalized, dynamic, and adaptive light transmittance adjustment, while ensuring effective blocking of strong light, the driver's peripheral vision is preserved to the maximum extent, achieving a balance between anti-glare and visual comfort, and meeting the real-time requirements of high-speed driving scenarios.

[0055] In a vehicle anti-glare method provided in this application embodiment, by acquiring light source information of the external environment of the vehicle, the eye position of the user inside the vehicle, and the vehicle's operating information, the current projection area of ​​the current light path from the light source to the user's eye position on the shielding component is accurately determined. Simultaneously, based on the light source information and operating information, the light path change path relative to the eye position of the light source is predicted, obtaining the light path change area on the shielding component. Based on the current projection area and the light path change area, the transmittance of the corresponding area of ​​the shielding component is precisely adjusted, thereby regulating the light intensity emitted by the light source towards the user's eyes. This application, by real-time monitoring and prediction of the light path change of the light source, can adjust the transmittance of the shielding component in advance, ensuring that the driver's vision remains clear at all times, reducing visual interference and discomfort caused by glare, and enhancing the safety and comfort during vehicle operation.

[0056] In one embodiment, the light source information includes the light source position;

[0057] The step of determining the current projection area of ​​the current optical path from the light source to the eye position on the shielding component based on the light source information and the eye position includes:

[0058] Based on the vehicle's cockpit geometry model, the light source position and the eye position are mapped to the vehicle coordinate system to obtain the first coordinate corresponding to the light source position and the second coordinate corresponding to the eye position.

[0059] Based on optical principles, the current optical path is determined according to the first coordinate and the second coordinate;

[0060] Obtain the set of spatial intersection points between the current optical path and the shielding component in the vehicle coordinate system;

[0061] The current projection area is determined based on the set of spatial intersection points.

[0062] Optionally, in this embodiment, the cockpit geometry model is a digital three-dimensional representation of the vehicle's internal spatial structure, used to accurately describe the position, shape, and physical parameters of the shielding components. This model is constructed based on vehicle design parameters and includes information such as the surface equations, mounting angles, and boundary coordinates of the shielding components, and is positioned using the vehicle coordinate system as a reference. Through the cockpit geometry model, the positions of the light source and the eye can be uniformly mapped to the same spatial reference system, providing a foundation for subsequent optical path calculations.

[0063] The spatial intersection set refers to the set of coordinates of all points where the current optical path intersects the surface of the shielding component. After determining the current optical path, a series of three-dimensional coordinate points can be obtained by solving for the intersection points of this line with the surface equation of the shielding component. These points constitute the boundary of the actual area of ​​action of the optical path on the shielding component. For example, when the light source is the high beam of an oncoming vehicle, the spatial intersection set may form an irregular circular or elliptical region, the position and size of which depend on the intensity of the light source, the distance, and the incident angle.

[0064] Optionally, in one specific implementation of this application, firstly, a pre-stored vehicle cockpit geometric model is invoked. Next, the acquired light source position and the user's eye position are transformed into the same vehicle coordinate system, obtaining the corresponding first coordinate (light source) and second coordinate (eye), ensuring that both are in a unified spatial reference system. Then, based on the optical principle that "light travels in straight lines," a straight line is formed by connecting the first and second coordinates to determine the current light path from the light source to the eye. Subsequently, the intersection points of this straight line and the surface of the shielding component are calculated. By solving the simultaneous equations of the straight line and the surface of the shielding component, the three-dimensional coordinates of all spatial intersection points are obtained, forming a set of spatial intersection points. Finally, geometric analysis is performed on these intersection points to fit a closed contour (such as a polygon or an irregular curve). The area enclosed by this contour is the current projection area, which is the specific location range where the light from the light source travels through the shielding component to the eye.

[0065] In these alternative embodiments, a unified coordinate system ensures accurate positioning of the current projection area, avoiding errors caused by inconsistent spatial coordinates; combined with optical principles and a cockpit model, the calculation of the intersection of the light path and the shielding component is more realistic, improving the reliability of the current projection area, providing a precise basis for subsequent light transmittance adjustment, and enhancing the anti-glare effect.

[0066] In one embodiment, the light source information includes the light source position;

[0067] The step of predicting the optical path change path of the light source relative to the eye position based on the light source information and the operation information, and obtaining the optical path change area on the shielding component based on the optical path change path, includes:

[0068] Based on the operational information and the environmental information of the external environment, the vehicle's trajectory is predicted to obtain a predicted pose sequence of the vehicle within a preset time period; the predicted pose sequence includes multiple predicted poses, and one time point within the preset time period corresponds to one predicted pose.

[0069] For any point in time within the preset time period, an optical path determination operation is performed to obtain the predicted optical path corresponding to each predicted pose; the optical path determination operation includes: determining the predicted optical path between the light source and the eye position under the predicted pose corresponding to the time point, based on the position of the light source;

[0070] The optical path change path is determined based on the predicted optical path corresponding to each predicted pose;

[0071] Based on the optical path change path, determine the projection area of ​​each predicted optical path on the shielding component;

[0072] The optical path variation region is determined based on the projection area of ​​each predicted optical path on the shielding component.

[0073] Optionally, in this embodiment, environmental information refers to the scene features and state data of the vehicle's external surroundings, including road geometric features (such as curvature, slope, and lane distribution), traffic participant dynamics (such as the position of oncoming vehicles and pedestrian distribution), weather conditions (such as sunny, rainy, and foggy), and overall lighting conditions (such as ambient brightness and cloud cover). This information can be acquired through multi-source sensors such as vehicle-mounted cameras, radar, and high-precision maps, and is used to assist in determining the vehicle's possible future driving trajectory constraints, serving as a key input for improving the accuracy of pose prediction.

[0074] The preset time period refers to the future time window used to predict changes in vehicle pose and optical path. It can usually be set based on the response speed of the shading components, the vehicle's driving status, and the rate of change of the light source.

[0075] A predicted pose sequence refers to a set of consecutive vehicle poses predicted within a preset time period. Each pose corresponds to a point in time within the time period and includes parameters such as the vehicle's three-dimensional position, direction of travel, pitch angle, and yaw angle. These poses are calculated using vehicle operation information combined with a kinematic model, reflecting the vehicle's future trajectory and attitude changes. For example, the pose sequence is linearly distributed when driving in a straight line, and gradually changes angle with the road curvature when turning.

[0076] Predicted optical path refers to the path of light from the light source to the driver's eyes at a specific point in time within a preset time period, based on the vehicle's predicted pose and the light source's position. It reflects the specific path of strong light entering the eyes at a future moment. For example, when a vehicle turns, the predicted optical path will gradually shift with changes in the vehicle's pose, providing a basis for adjusting the shading area in advance.

[0077] Optionally, in one specific implementation of this application, firstly, based on the vehicle's current operating information and external environmental information (such as road curvature, slope, and traffic signs), combined with a kinematic model and high-precision map data, the vehicle's trajectory within a preset time period is predicted. Using Kalman filtering or particle filtering algorithms, continuous time is discretized into multiple time points (e.g., one point every 0.1 seconds), with each time point corresponding to a predicted pose, forming a predicted pose sequence containing parameters such as vehicle position and attitude angles.

[0078] For the predicted pose at each time point, a ray path determination operation is performed: the light source position is connected to the eye position in that predicted pose (predicted by the DMS system in conjunction with the head motion inertial model), and the predicted ray path is calculated using a ray tracing algorithm. This ray path is represented in the vehicle coordinate system as a three-dimensional ray from the light source to the eye.

[0079] Next, the predicted light paths at all time points are connected sequentially to form a continuous light path change path, visually reflecting the dynamic change of the light path relative to the eye position over time. Subsequently, for each predicted light path, the projection area of ​​the light path on the shading component is determined by solving the intersection points of the light path and the surface equation of the shading component. These projection areas are usually irregular polygons, obtained by calculating the coordinates of the intersection points of the light path and the surface and performing convex hull fitting.

[0080] Finally, the projection regions corresponding to all predicted light paths are spatiotemporally fused to form a continuous light path change region. This region not only includes the current strong light projection position but also covers the possible projection range over a future period, providing a dynamic area for subsequent transmittance adjustments.

[0081] In these alternative embodiments, by using operational and environmental information to predict pose sequences and combining them with the light source position to generate a predicted optical path, changes in the incident path of strong light can be predicted in advance, forming a region covering future optical path changes. The transmittance of the shielding components can be adjusted before the strong light actually arrives, reducing response delay and enhancing the anti-glare effect in complex scenarios (such as curves and tunnels), while also reducing the driver's visual burden and improving driving safety.

[0082] In one embodiment, adjusting the light transmittance of the corresponding area of ​​the shielding component based on the light source information, according to the projection area and the light path change area, includes:

[0083] At a target time before the preset time period, the light transmittance of the corresponding area of ​​the shielding component is adjusted according to the projection area and the light path change area.

[0084] Optionally, in one specific implementation of this application, a target time (e.g., 0.5-1 second in advance) before a preset time period is determined as the starting node for transmittance adjustment. At this time, the calculated current projection area and the light path change area are called and merged into a total area to be adjusted. Based on parameters such as brightness and type in the light source information, transmittance values ​​are assigned to different sub-regions within the total area—the current projection area uses lower transmittance to block immediate strong light, and the light path change area is set with gradient transmittance according to the predicted arrival time (the transmittance of the near-term area is even lower). By driving the shading component with a control signal, the transmittance of the corresponding area is adjusted synchronously at the target time, ensuring that the shading is completed in advance when the light path changes within the preset time period, avoiding lag.

[0085] In these alternative embodiments, by anticipating changes in the light path, the shading components are adjusted before the strong light actually arrives, preventing visual discomfort to the driver due to sudden changes in light transmittance. This proactive adjustment strategy enhances the real-time performance and reliability of the anti-glare system, especially in scenarios involving high-speed vehicle travel or rapid movement of light sources, significantly improving driving safety and comfort and reducing visual interference and potential hazards caused by glare.

[0086] In one embodiment, the light source information includes the light source type;

[0087] The step of adjusting the light transmittance of the corresponding area of ​​the shielding component based on the light source information, according to the projection area and the light path change area, includes:

[0088] When the light source type is the first type, the light transmittance of the first area on the shielding component is adjusted to a first preset threshold, and the light transmittance of the shielding component is continuously increased from the first preset threshold in the direction from the first area to the edge of the area; the first area corresponds to the center area of ​​the projection area or the light path change area, and the edge of the area corresponds to the edge of the projection area or the light path change area; the illumination range of the first type of light source is greater than the first range threshold, and the concentration of the illumination intensity of the first type is less than the first degree threshold;

[0089] When the light source type is the second type, the light transmittance of the first area on the shielding component is adjusted to a second preset threshold, the second preset threshold being less than or equal to the first preset threshold; the illumination range of the second type of light source is less than the second range threshold, and the concentration of the illumination intensity of the second type is greater than the second degree threshold.

[0090] Optionally, in this embodiment, the first type of light source refers to a light source with a wide illumination range and dispersed intensity, such as the sun or a large-area street lamp. Its illumination coverage exceeds a first range threshold, and its intensity concentration is lower than a first degree threshold.

[0091] The second type of light source refers to a point light source with a narrow illumination range and concentrated intensity, such as the high beams of oncoming vehicles or the strong light at tunnel exits. Its illumination range is smaller than the second range threshold, but its intensity concentration is higher than the second degree threshold (highly focused energy).

[0092] Optionally, in one specific implementation of this application, different control logic is first triggered based on the type of light source: For the first type of light source, its illumination range is wide and the intensity is dispersed, so the central part (first area) of the projection area or the light path change area can be mapped to the shielding component. The light transmittance of the electrochromic material layer in this area is reduced to a first preset threshold (e.g., 10%-20%) by the driving circuit. At the same time, gradient control is performed from this area to the edge direction, so that the light transmittance increases linearly to the normal level (e.g., 70%-80%), forming a gradient shielding ring, ensuring that the core area of ​​strong light is effectively filtered, and the edge transition area reduces the visual abruptness.

[0093] For the second type of light source (such as oncoming vehicle headlights), its illumination range is narrow but its intensity is concentrated. High-intensity shielding is applied only to a small area at the core of the light path. A rapid pulse voltage instantly reduces the transmittance of this area to a second preset threshold (e.g., below 5%), forming localized dark spots, while maintaining high transmittance in the surrounding area, thus achieving precise shielding of high-intensity light spots. The entire adjustment process can achieve stepless adjustment of transmittance within the range of 0-90% by controlling the duty cycle of the driving voltage, ensuring optimal visual effects under different lighting conditions.

[0094] In other embodiments, transmittance adjustment can be completed 50-100ms before the actual arrival of strong light, by pre-activating the electrochromic material layer using the predicted area of ​​light path change. When strong light enters the preset area, the transmittance is further finely adjusted dynamically through closed-loop control, combined with real-time light intensity feedback, to ensure that the light intensity in the driver's field of vision is always kept at a comfortable threshold.

[0095] In these alternative embodiments, a differentiated transmittance adjustment strategy significantly enhances the anti-glare effect: for large-area dispersed light sources, a strong central shielding and gradual edge transition approach is used to effectively block strong light while preserving peripheral vision; for small-area high-intensity light sources, targeted local deep shielding is implemented to precisely eliminate glare while reducing the impact on normal vision. This intelligent adjustment mechanism, which adapts to the characteristics of different light sources, maximizes visual comfort and reduces fatigue and potential risks caused by light interference while ensuring driving safety.

[0096] In one embodiment, the shielding component includes a stacked material layer and a driving circuit layer. The light transmittance of the material layer is adjusted by a voltage applied by the driving circuit layer. The driving circuit layer includes a plurality of electrode units, which are used to adjust the voltage at corresponding positions of the material layer.

[0097] The step of adjusting the light transmittance of the corresponding area of ​​the shading component based on the light source information, according to the current projection area and the light path change area, includes:

[0098] The projection area and the optical path change area are mapped to the driving circuit layer to obtain an electrode unit subset; the electrode unit subset includes multiple electrode units;

[0099] Based on the light source information, determine the target voltage corresponding to each electrode unit in the electrode unit subset;

[0100] A corresponding target voltage is applied to each electrode unit in the electrode unit subset to adjust the light transmittance of the material layer in the corresponding region.

[0101] Optionally, in this embodiment, the vehicle electronically controlled partially photochromic glass / film module (i.e., the shading component): a key actuator for achieving dynamic shading, can be a photochromic area directly integrated into the upper part of the vehicle's windshield, or a separate photochromic module mounted on a transparent substrate at the original sun visor location. This module includes:

[0102] Electrochromic material layer (i.e., material layer): This is a thin film or glass layer electrochromic (EC) material with electro-optical properties. When no voltage is applied, the material remains transparent; when a voltage is applied, the molecular arrangement or ionic state of the material changes, causing it to become opaque or dark, thereby blocking light.

[0103] Transparent substrate: Provides support and protection for the electrochromic material layer, and is usually a transparent glass or polymer material with excellent optical properties.

[0104] The driving electrode array consists of a finely layered transparent conductive layer (such as indium tin oxide (ITO)) arranged in a grid or strip pattern, covering the electrochromic material layer. The voltage of each electrode region can be controlled independently or in groups.

[0105] Drive circuit (i.e. drive circuit layer): It can precisely apply voltage to specific electrode areas on the drive electrode array according to the instructions of the vehicle's controller / processing unit, thereby selectively activating the corresponding areas of the electrochromic material layer, causing it to change color, forming the required shielding area, and adjusting the light transmittance of the color-changing area according to the instructions.

[0106] Optionally, in one specific implementation of this application, the three-dimensional coordinates of the projection area and the area of ​​optical path change are first mapped to the two-dimensional electrode array of the driving circuit layer, and the affected electrode unit subset is determined by a coordinate transformation algorithm. Subsequently, based on the light source type, intensity, and predicted path, a target voltage is assigned to each electrode unit: for the first type of light source (e.g., sunlight), a high voltage (e.g., 3V) is applied to the electrodes in the central region to reduce the transmittance of the material layer to 10%, while the voltage of the edge electrodes decreases to 0.5V according to a Gaussian distribution, corresponding to a transmittance increase to 70%; for the second type of light source (e.g., vehicle lights), only a 4V voltage is applied to the electrodes in the core region to reduce the transmittance to below 5%. The voltage value can be calculated in real time using a pre-calibrated transmittance-voltage curve.

[0107] To avoid electric field interference between adjacent electrodes, a differential driving method can be used, with the voltage difference between adjacent electrodes controlled within 0.3V. Furthermore, by continuously monitoring the dynamics of the light source and updating the electrode voltage every 50ms, real-time tracking and adjustment of changes in the optical path can be achieved.

[0108] It should be noted that in this embodiment, the target voltage is applied only to the region corresponding to a subset of electrode units, while the electrode units in other regions remain in their default state (usually zero voltage or a reference voltage) to maintain the initial transmittance of the material layer. An insulating isolation design can be used between the electrode units to ensure that the transmittance of inactive regions is not affected by adjacent electric fields, achieving the effect of "precise shading and full transparency".

[0109] In these alternative embodiments, the target area is mapped to a subset of electrodes, and voltage is applied selectively to avoid energy waste from global adjustment; the voltage of each electrode is customized according to the light source information to ensure that the transmittance adjustment is accurately adapted to the lighting requirements; the material layer responds quickly, and the non-target area maintains the initial transmittance, effectively blocking strong light while preserving the clarity of the field of vision to the greatest extent, thereby improving driving safety and system energy efficiency.

[0110] In one embodiment, after adjusting the transmittance of the corresponding area of ​​the shading component based on the light source information, the current projection area, and the light path change area, the method further includes:

[0111] When a preset change condition is triggered, the current projection area and the light path change area are adjusted according to the changed light source information and the changed eye position to obtain the adjusted area; the preset change condition includes at least one of the following: the change amplitude of the eye position is greater than a first amplitude threshold, and the change amplitude of the light source information is greater than a second amplitude threshold;

[0112] Based on the adjusted area, the light transmittance of the corresponding area of ​​the shielding component is adjusted.

[0113] Optionally, in one specific implementation of this application, the system first monitors changes in the external ambient light sources and changes in the user's eye position inside the vehicle in real time. When the position, intensity, type, or other information of the light source changes, or when the user's eye position moves, triggering a preset change condition, the system will restart the process of acquiring light source information and eye position.

[0114] At this point, the external camera recaptures images of the vehicle's external environment and uses image recognition algorithms to identify high-brightness areas in the image to determine the presence of strong light sources. Simultaneously, the in-vehicle driver monitoring system camera recaptures images of the driver's face and, through image processing algorithms, accurately identifies and tracks the driver's eye position to obtain the changed eye position information.

[0115] Based on the changed light source information and eye position, the current projection area of ​​the current optical path from the light source to the eye position on the shielding component will be redefined. Simultaneously, by combining vehicle operation information and external environmental information, the optical path change path relative to the eye position will be predicted, resulting in the new optical path change area on the shielding component.

[0116] Based on the changed light source information, as well as the new current projection area and the area of ​​change in the optical path, the target transmittance of the corresponding area of ​​the shielding component will be recalculated and determined. The drive circuit adjusts the transmittance of the corresponding area of ​​the shielding component according to the new control commands to adapt to changes in the external light source and the user's eye position, ensuring effective glare blocking. This process achieves dynamic updating and adjustment of the shielding area, enabling the shielding component to respond in real time to changes in the external light source and the user's internal position, thereby continuously providing a good anti-glare effect.

[0117] In these alternative embodiments, by dynamically responding to changes in the eye and light source, the shielding area is ensured to always accurately match the actual light path. When changes in eye position or light source information exceed a threshold, the projection and light path change areas are adjusted in a timely manner, and the transmittance of the shielding components is updated synchronously. This avoids anti-glare failure or excessive shielding due to positional shifts, maintaining a balance between anti-glare effect and visual clarity in complex dynamic scenes, thereby improving driving safety.

[0118] In one embodiment, the light source information includes the light source location and the light source type;

[0119] The acquisition of light source information of the external environment of the vehicle and the eye position of the user inside the vehicle includes:

[0120] Obtain environmental information of the external environment and facial features of the user;

[0121] Obtain the areas to be identified in the environmental information whose brightness is greater than a preset brightness threshold;

[0122] If a light source that meets the preset light source conditions exists in the area to be identified, the light source position, optical properties, and spectral characteristics of the light source are obtained.

[0123] Based on the optical properties and the spectral characteristics, the light source type of the light source is determined;

[0124] The eye position is determined based on the facial features using an eye-tracking algorithm.

[0125] Optionally, in one specific implementation of this application, firstly, the vehicle-mounted camera is used to acquire images of the external environment (environmental information) and images of the user's face inside the vehicle (facial features). Next, the environmental image is segmented using a brightness threshold, and the areas to be identified that exceed the brightness limit are extracted. Noise (such as burrs at the edges of light spots) is then removed using morphological filtering.

[0126] Subsequently, light source detection is performed in the area: Hough circle transform is used to identify circular light sources (such as vehicle headlights), edge detection is used to determine the outline of the light source, and triangulation is used to calculate the three-dimensional position of the light source; simultaneously, the optical properties (such as light intensity distribution and divergence angle) and spectral features of the light source are collected and compared with templates in the database (such as the spectral feature library of sunlight and high beams). If the matching degree exceeds a preset threshold (such as 85%), the type of light source is determined (such as sunlight as type 1 and high beams as type 2). Finally, feature detection algorithms are used to locate key points of the eyes on the facial feature image, and the position of the eyes in the vehicle coordinate system is determined by three-dimensional coordinate transformation in combination with the head posture angle.

[0127] In these alternative embodiments, accurate identification of the light source and positioning of the eye provide a reliable basis for subsequent anti-glare adjustments. First, high-brightness areas are screened to lock onto the light source. The type of light source is then distinguished by combining optical and spectral characteristics. Simultaneously, eye tracking accurately locates the eye position, ensuring accurate matching between light source information and eye position, avoiding misjudgments or missed detections. This provides precise input for adjusting the shading components, improving the reliability and targeted nature of the anti-glare system.

[0128] In one embodiment, predicting the optical path change path of the light source relative to the eye position based on the light source information and the operation information, and obtaining the optical path change area on the shielding component based on the optical path change path, includes:

[0129] The user's eye movement trajectory is obtained in a first time period; the eye movement trajectory includes the eye movement direction and eye focus at each time point.

[0130] Based on the eye movement trajectory, predict the predicted movement trajectory of the eye in the second time period after the first time period;

[0131] Based on the light source information, the operation information, and the predicted motion trajectory, predict the optical path change path of the light source relative to the eye position;

[0132] The optical path change region is determined based on the optical path change path.

[0133] Optionally, in one specific implementation of this application, the eye movement trajectory within a first time period (e.g., the past 0.5 seconds) is first collected: eye images are captured by a DMS camera, the pupil center coordinates are extracted using a convolutional neural network, the eye movement direction at each moment is calculated by combining three-dimensional pose estimation, and the eye focus position is determined based on a focus ambiguity analysis algorithm.

[0134] Subsequently, a Kalman filter is used to fuse inertial features of eye movement (such as angular velocity and angular acceleration), combined with semantic analysis of the driving scene (such as a warning of an upcoming curve) to optimize the prediction model. For example, when a vehicle is detected to be about to turn, the prediction weight for the eye turning towards the inside of the curve is increased. The model outputs a set of predicted coordinates every 10ms in the second time period (the next second), forming a motion trajectory containing 100 predicted points.

[0135] In the optical path calculation stage, the light source position (updated in real time by the environmental perception system), the vehicle's predicted pose (generated based on a kinematic model), and the eye's predicted trajectory are spatiotemporally aligned: using each prediction time point as a reference, a three-dimensional ray is constructed from the light source to the predicted eye position, forming the optical path change path. For example, when an oncoming vehicle's high beam continuously illuminates the windshield, the sweeping path of the light on the windshield is calculated by combining the vehicle's driving trajectory and eye tracking data. Finally, the optical path change region is determined by calculating the intersection points of the light rays and the curved surface of the occluding component: each predicted optical path is solved simultaneously with the surface equations to obtain the set of intersection point coordinates, and the minimum bounding polygon is generated using the convex hull algorithm as the final optical path change region.

[0136] In these alternative embodiments, the prediction of light path changes is optimized by anticipating eye movement trajectories, making the anti-glare system more closely match the user's real-time line of sight. By combining the light source, vehicle movement, and eye movement trends, the system accurately predicts dynamic changes in the light path and the area of ​​occlusion, avoiding anti-glare lag or misalignment caused by eye movement. In dynamic scenarios involving vehicle movement and eye movement, it continuously ensures anti-glare effectiveness and clear vision, improving driving safety and comfort.

[0137] It should be noted that the various optional implementation methods described in the embodiments of this application can be combined with each other or implemented individually without conflict, and the embodiments of this application do not limit this.

[0138] To facilitate understanding of the vehicle anti-glare method provided in the above embodiments, the following describes the vehicle anti-glare method using a specific scenario embodiment.

[0139] Optionally, in this embodiment of the application, a vehicle anti-glare system is provided, the system comprising:

[0140] External camera: Used to identify strong external light sources, it is typically mounted at the front of the vehicle (e.g., inside the top of the windshield, near the rearview mirror, or in the grille). Its main function is to monitor the external environment in front of the vehicle, especially to identify and locate high-brightness light sources (such as the sun, oncoming vehicle high beams, etc.). This camera usually uses a high dynamic range (HDR) image sensor to adapt to strong light environments. It transmits the acquired image data to the controller / processing unit in real time via a data bus (such as Ethernet or CAN). In addition, it is also used to identify the type of light source (e.g., whether it is sunlight or vehicle headlights) and to assist in identifying surrounding environmental features (e.g., tunnel entrances / exits, tree-lined roads, tall building areas, etc.).

[0141] DMS camera (Near-Infrared Active): Used to identify the driver's eye position, it is typically mounted above the steering wheel, on the dashboard, or near the A-pillar to capture the driver's facial information. This camera uses active near-infrared illumination to accurately capture the driver's facial features and identifies and tracks the driver's eye position through image processing algorithms. It is unaffected by changes in ambient light or whether the driver is wearing glasses, ensuring high-precision positioning. The driver's eye position data it collects is also transmitted to the controller / processing unit via a data bus.

[0142] Controller / Processing Unit: The core of the system, receiving data from external cameras and DMS cameras, performing data processing, optical path calculation, and outputting control commands. As the system's "brain," it receives external light source coordinates, light source type, and surrounding environment features from the external cameras, as well as the driver's three-dimensional eye coordinates from the DMS cameras. Internally, it integrates optical path calculation algorithms, occlusion control algorithms, light source type recognition algorithms, surrounding environment recognition algorithms, and optical path change prediction algorithms based on multi-sensor fusion. Based on the input data, the controller accurately calculates the real-time light path from the strong light source to the driver's eyes and its projection area on the electronically controlled locally photochromic glass / film module. More importantly, it can predict the possible trajectory and range of optical path changes over a future period based on the current light source type, environmental information, and vehicle motion status (such as vehicle speed, steering angle, GPS positioning, and map data obtained through the vehicle bus). Subsequently, it generates corresponding voltage control commands and sends them to the electronically controlled locally photochromic glass / film module via the drive circuit.

[0143] Electronically controlled partially photochromic glass / film module: A key component for achieving dynamic shading. It can be a photochromic area directly integrated into the upper part of the vehicle's windshield, or a separate photochromic module mounted on a transparent substrate in the original sun visor location. This module includes:

[0144] 1. Electrochromic material layer: A thin film or glass layer that enables optical changes (such as PDLC film, EC material).

[0145] 2. Transparent substrate: The substrate that carries the electrochromic material layer is usually a transparent glass or polymer substrate.

[0146] 3. Driving Electrode Array: A fine mesh of electrodes arranged on the electrochromic material layer to apply localized voltage. To achieve finer localized color changes and smoother edges, a higher-density transparent electrode array can be used, resulting in a smaller pixelated control unit. Flexible transparent electrode materials can also be used, allowing the electrochromic module to adapt to more complex curved surface structures. Furthermore, segmented or gradient control electrode designs, rather than completely independent pixel control, can be considered to simplify wiring and driving circuitry, reducing costs.

[0147] 4. Driving circuit: Receives commands from the controller and controls the driving electrode array to apply voltage, thereby changing the local transparency of the electrochromic material layer.

[0148] Alternatively, the color-changing module can be integrated into the windshield: the optimal integration method is to directly integrate the electronically controlled partial color-changing function into the upper area of ​​the vehicle's windshield. This means that the windshield itself becomes a "sun visor," eliminating the need for additional physical components and improving the vehicle's interior aesthetics and space utilization.

[0149] It can also be integrated into the sunroof: if a strong light source comes from above (such as the sun at a high angle), electronically controlled partial color-changing glass or film can be integrated into the vehicle sunroof to block glare from above.

[0150] It can also be a movable or retractable module: the color-changing module can be designed to be electrically retractable and unfolded from the roof or A-pillar area, covering the driver's field of vision when needed and retracting when not needed, without taking up space.

[0151] It can also be combined with existing sun visors: by adding an electronically controlled color-changing film to the transparent part or under the existing physical sun visor, a dynamic and localized shading effect can still be provided after the driver lowers the sun visor.

[0152] This system interconnects external cameras, DMS cameras, and a controller / processing unit to achieve real-time perception of ambient light and the driver's eye position. Based on this, the controller / processing unit further identifies light source types, the surrounding environment, and predicts changes in the light path. According to the calculated or predicted range of light path changes, it sends control signals to the electronically controlled locally adjustable tinted glass / film module to dynamically or predictively block the light path area in advance, thereby avoiding glare for the driver.

[0153] The working principle of the anti-glare system in this application is a dynamic cyclic process, which incorporates an active defense mechanism based on optical path prediction and a differentiated occlusion strategy:

[0154] 1. External Environment Perception and Light Source Recognition: While the vehicle is in motion, external cameras continuously monitor the forward field of view, capturing real-time images of the external environment. Through image recognition algorithms, the system not only identifies and locates the precise three-dimensional position of high-brightness light sources (such as the sun, oncoming vehicle high beams, etc.), but also identifies the type of light source (e.g., determining whether it is natural light—the sun—or artificial light—vehicle lights / streetlights based on brightness, color, shape, and spectral characteristics). Simultaneously, the system also identifies surrounding environmental features through external cameras or in conjunction with in-vehicle navigation / high-precision map data, such as whether the vehicle is about to enter or exit a tunnel, pass through a tree-lined road, or travel between urban buildings or in open areas.

[0155] Process conditions / parameters: The frame rate of the vehicle exterior camera is not less than 30fps; the recognition accuracy error of strong light sources is less than 1 degree; the recognition accuracy of light source type is higher than 95%; and the recognition accuracy of environment is higher than 90%.

[0156] 2. Driver's eye position acquisition: Acquire driver's eye position information and vehicle movement information.

[0157] The driver's facial images are captured in real time by a DMS camera (near-infrared active type). Facial recognition and eye tracking algorithms are used to accurately identify and obtain the real-time three-dimensional coordinates (X,Y,Z) of the driver's eyes.

[0158] At the same time, real-time vehicle motion information is obtained through the vehicle bus, including but not limited to vehicle speed, steering angle, acceleration, and GPS positioning data.

[0159] Process conditions / parameters: DMS camera frame rate not less than 30fps; eye position tracking accuracy error less than 5mm; stable recognition under different lighting conditions and driver posture; vehicle motion information acquisition frequency not less than 50Hz.

[0160] 3. Optical path calculation and change prediction: The controller / processing unit receives data on the location of the strong light source, the type of the light source, the characteristics of the surrounding environment, and the position of the driver's eyes.

[0161] First, it uses a preset vehicle cabin geometry model and optical principles to accurately calculate the real-time light path from a strong light source to the driver's eyes and its projection area on the electronically controlled locally photochromic glass / film module through ray tracing or geometric projection algorithms.

[0162] Secondly, the controller integrates multi-source information to predict changes in the optical path, including: light source type (e.g., the changing pattern of the sun's position), surrounding environment (e.g., sudden changes in light near the tunnel entrance), and vehicle motion data (speed, steering angle, GPS, high-precision maps), etc. Combining this information, the controller builds a predictive model to predict the possible trajectory and range of changes in the optical path of a strong light source relative to the driver's eyes over a future period, and determines a "predicted optical path change range area" that includes the current optical path and the predicted trend of optical path changes.

[0163] In addition to cameras and DMS (Distributed Monitoring System), a wider range of data can be incorporated, including vehicle position, speed, GPS, ambient light sensors, high-precision map data, and V2X (Vehicle-to-Everything) information, to build more complex environmental perception models. For example, V2X can be used to obtain information such as the lights of vehicles ahead, road conditions, and even the sun visors of other vehicles, thereby enabling more accurate predictions.

[0164] Predictive models can also be used:

[0165] 1) Prediction based on physical models: Establish more refined solar trajectory models, road geometry models, and vehicle kinematic models to accurately simulate changes in the light path.

[0166] 2) Machine Learning / AI-Based Prediction: Deep learning (such as RNN, LSTM) is used to train historical driving data, lighting data, and environmental data to learn the light path change patterns and driver response patterns to glare in different scenarios, thereby achieving smarter and more robust predictions. For example, the model can be trained to identify specific "glare patterns" (such as glare at the tunnel exit) and trigger occlusion in advance.

[0167] 3) Reinforcement learning: Allow the system to continuously optimize its prediction and masking strategies through trial and error in actual driving.

[0168] More accurate tracking and prediction based on eye movement: Utilizing more advanced eye-tracking technology, it can not only identify the position of the eyes, but also identify the real-time movement direction and focus of the pupil, and even predict the driver's future gaze point, making optical path calculation and prediction more accurate at the pupil level.

[0169] Personalized prediction strategy: The system can learn different drivers' eye positions, driving habits, and glare sensitivity, thereby customizing personalized prediction and shading strategies to improve user comfort.

[0170] Integration with Advanced Driver Assistance Systems (ADAS): The anti-glare prediction system shares and coordinates data with the vehicle's ADAS systems (such as adaptive cruise control and lane keeping). For example, when the vehicle is making an automatic lane change or steering maneuver, the ADAS system can inform the anti-glare system in advance so that it can predict and prepare the light path earlier.

[0171] Process conditions / parameters: optical path calculation and prediction delay less than 50ms; calculation accuracy error of projection area and prediction range less than 1mm; prediction accuracy higher than 90%.

[0172] 4. Dynamic occlusion control, proactive pre-color change, and differentiated occlusion:

[0173] The controller / processing unit generates corresponding electronic control commands based on the calculated current optical path projection area, the predicted optical path change range area, and the identified light source type.

[0174] Differentiated occlusion strategy:

[0175] For light sources with a wide range and high intensity at the center, such as sunlight: When the system identifies sunlight, it prioritizes completely changing the color of the electrochromic material in the central area (i.e., the area with the most direct light path and highest intensity) or significantly reducing its transmittance within the predicted light path change range. For areas with relatively lower light intensity around the central area, the system uses a gradual reduction in transmittance, such as gradually increasing transmittance from the center outwards or presenting a transition effect from dark to light. This strategy ensures complete blocking of glare while maximizing the driver's visibility of the surrounding environment and avoiding excessive obstruction.

[0176] For light sources with a small range and concentrated intensity, such as oncoming headlights: when the system recognizes oncoming headlights, it will focus more on a small area at the center of the light path projection to quickly and thoroughly change color to block the light, so as to quickly eliminate the glare of the point-like strong light.

[0177] Active pre-color change: Before the strong light actually enters, the electrochromic material layer in the color-changing area is activated and changes color or reduces some light transmittance in advance according to the above-mentioned differentiated strategy. When the strong light actually reaches the area, the light transmittance is further finely adjusted as needed.

[0178] Physical color-changing light blocking: A controlled driving electrode array activates the corresponding area on the electrochromic material layer, causing it to rapidly change its optical properties and form a dynamic shielding area, thereby physically blocking strong light.

[0179] Process conditions / parameters: Color change response time less than 50ms (from transparent to preset masking state); complete color change response time less than 100ms; on / off contrast of the color-changing area reaches 1:100 or higher; light transmittance adjustment accuracy reaches 5% or higher; the smoothness of the gradient effect meets visual comfort requirements.

[0180] 5. Continuous real-time adjustment: As the vehicle moves, the position of strong light sources changes, the environment changes, or the driver's head posture is slightly adjusted, the external camera, DMS camera, and on-board motion sensor will continuously update the data. The controller / processing unit will recalculate the optical path and update the prediction model in real time, and adjust the position, size, shape, and light transmittance of the color-changing area on the electronically controlled local color-changing glass / film module accordingly to ensure that the dynamic anti-glare function is always effective and accurate, and has foresight.

[0181] Process conditions / parameters: The frequency of the entire control cycle shall not be lower than 20Hz.

[0182] Alternatively, in other embodiments of this application, the following materials can be used instead of the color-changing material:

[0183] Electrochromic materials: In addition to PDLC mentioned above, other types of electrochromic materials can also be used, such as inorganic electrochromic materials (e.g., WO3, NiO, etc.) and organic electrochromic polymers. These materials change color or transparency through electrochemical reactions, and have good durability and light-blocking effects, but their response speed may be slightly slower than that of PDLC.

[0184] Thermochromic materials: Although they are mainly controlled by temperature, it is theoretically possible to achieve local color change if they can be combined with local heating / cooling technology and achieve rapid and precise temperature control, but this is more complex.

[0185] Photochromic materials: These materials change color by absorbing light, but their color change is automatic and cannot be precisely "electronically controlled" or localized, so they generally cannot directly replace the electronic control method of this invention. However, if used as an auxiliary layer in combination with the electronic control layer, they may provide additional light-blocking effects.

[0186] In these alternative embodiments, this application uses electronically controlled locally photochromic glass or film, which has a much lower manufacturing cost than transparent displays and a simpler structure. It can be directly integrated into the windshield, sunroof, or dedicated sun visor area of ​​a vehicle without the need for a complex display driver module, thereby reducing the overall vehicle cost and system complexity and improving product competitiveness.

[0187] Electrochromic glass or films can achieve a higher degree of light blocking by altering their optical properties (such as light transmittance and haze). Especially when facing extreme glare, their physical blocking ability is superior to the effect of simulated blocking by a display, which can more thoroughly eliminate glare and significantly improve driving safety.

[0188] Traditional virtual sun visors generate a shaded area on a display screen, but a "screen" interface still exists between the shaded and unshaded areas. This invention, however, uses electronically controlled photochromic glass or a film to locally change the color, resulting in a smoother transition between the shaded and unshaded areas. This avoids the "screen effect" and sudden brightness changes inherent in displays, allowing for a more natural adaptation to changes in light, effectively reducing driver visual fatigue and improving driving comfort.

[0189] The technology of electronically controlled photochromic glass or film is highly mature and exhibits good environmental adaptability and durability in automotive environments. Compared to complex transparent display systems, the core components of this invention are more stable and reliable, reducing failure rates and maintenance costs.

[0190] In unshaded areas, the electronically controlled tinted glass or film remains transparent, indistinguishable from existing car windows, without introducing additional visual interference, ensuring the integrity and clarity of the driver's vision.

[0191] This application integrates light source type recognition and surrounding environment perception, combined with vehicle motion data (such as vehicle speed and direction), to predict the optical path change trend of strong light sources over a future period. Based on this, the system can preemptively change the color of electrochromic materials and reduce some light transmittance in the predicted optical path change areas, thus completing the shielding before the strong light actually enters the driver's eyes. This significantly improves the system's response efficiency and anti-glare experience for fast-moving light sources (such as entering and exiting tunnels, passing through tree shade, vehicle turning, etc.), avoiding the temporary glare phenomenon that may occur with traditional passive responses.

[0192] Figure 2 A schematic diagram of a vehicle anti-glare device according to another embodiment of this application is shown. For ease of explanation, only the parts related to the embodiment of this application are shown.

[0193] Reference Figure 2 A vehicle anti-glare device, applied to a vehicle, the vehicle including a shielding component, wherein the light transmittance of different areas on the shielding component is variable; the vehicle anti-glare device may include:

[0194] The acquisition module 201 is used to acquire light source information of the external environment of the vehicle, the eye position of the user inside the vehicle, and the operating information of the vehicle.

[0195] The determining module 202 is used to determine the current projection area of ​​the current light path from the light source to the eye position on the shielding component based on the light source information and the eye position;

[0196] Prediction module 203 is used to predict the optical path change path of the light source relative to the eye position based on the light source information and the operation information, and to obtain the optical path change area of ​​the optical path change path on the shielding component;

[0197] The adjustment module 204 is used to adjust the light transmittance of the corresponding area of ​​the shielding component based on the light source information, the current projection area, and the light path change area, so as to adjust the light intensity of the light source directed towards the user's eyes.

[0198] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application, and are devices corresponding to the above-mentioned methods. All implementation methods in the above-mentioned method embodiments are applicable to the embodiments of this device. For details on its specific functions and the technical effects it brings, please refer to the method embodiment section, which will not be repeated here.

[0199] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0200] Figure 3 A schematic diagram of the hardware structure of the electronic device provided in an embodiment of this application is shown.

[0201] The device may include a processor 301 and a memory 302 storing program instructions.

[0202] When processor 301 executes the program, it implements the steps in any of the above method embodiments.

[0203] For example, the program can be divided into one or more modules / units, one or more of which are stored in memory 302 and executed by processor 301 to complete this application. The one or more modules / units can be a series of program instruction segments capable of performing a specific function, which describe the execution process of the program in the device.

[0204] Specifically, the processor 301 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0205] Memory 302 may include mass storage for data or instructions. For example, and not limitingly, memory 302 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 302 may include removable or non-removable (or fixed) media. Where appropriate, memory 302 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 302 is non-volatile solid-state memory.

[0206] Memory may include read-only memory (ROM), random access memory (RAM), disk storage media devices, optical storage media devices, flash memory devices, and electrical, optical, or other physical / tangible memory storage devices. Therefore, typically, memory includes one or more tangible (non-transitory) readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the methods according to one aspect of this disclosure.

[0207] The processor 301 implements any of the methods described in the above embodiments by reading and executing program instructions stored in the memory 302.

[0208] In one example, the electronic device may also include a communication interface 303 and a bus 310. The processor 301, memory 302, and communication interface 303 are connected via the bus 310 and communicate with each other.

[0209] The communication interface 303 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0210] Bus 310 includes hardware, software, or both, that couples components of an online data traffic metering device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 310 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0211] Furthermore, in conjunction with the methods in the above embodiments, this application embodiment can provide a storage medium for implementation. This storage medium stores program instructions; when these program instructions are executed by a processor, they implement any of the methods in the above embodiments.

[0212] This application also provides a chip, which includes a processor and a communication interface. The communication interface and the processor are coupled. The processor is used to run programs or instructions to implement the various processes of the above method embodiments and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0213] It should be understood that the chip mentioned in the embodiments of this application may also be referred to as a system-on-a-chip, system chip, chip system, or system-on-a-chip, etc.

[0214] This application provides a computer program product, which is stored in a storage medium and executed by at least one processor to implement the various processes of the above method embodiments and achieve the same technical effects. To avoid repetition, it will not be described again here.

[0215] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0216] The functional modules shown in the above block diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on machine-readable media or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable media" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer grids such as the Internet, intranets, etc.

[0217] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0218] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to create a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0219] The above are merely specific embodiments of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A method for preventing glare in vehicles, characterized in that, Applied to a vehicle, the vehicle including a shielding component, wherein the light transmittance of different areas on the shielding component is variable; the method includes: Acquire information about the light source of the external environment of the vehicle, the eye position of the user inside the vehicle, and the vehicle's operating information; Based on the light source information and the eye position, determine the current projection area of ​​the current light path from the light source to the eye position on the shielding component; Based on the light source information and the operation information, the optical path change path of the light source relative to the eye position is predicted, and the optical path change area of ​​the optical path change path on the shielding component is obtained. Based on the light source information, and according to the current projection area and the light path change area, the transmittance of the corresponding area of ​​the shielding component is adjusted to regulate the light intensity of the light source directed towards the user's eyes.

2. The method according to claim 1, characterized in that, The light source information includes the position of the light source; The step of determining the current projection area of ​​the current optical path from the light source to the eye position on the shielding component based on the light source information and the eye position includes: Based on the vehicle's cockpit geometry model, the light source position and the eye position are mapped to the vehicle coordinate system to obtain the first coordinate corresponding to the light source position and the second coordinate corresponding to the eye position. Based on optical principles, the current optical path is determined according to the first coordinate and the second coordinate; Obtain the set of spatial intersection points between the current optical path and the occlusion component in the vehicle coordinate system; The current projection area is determined based on the set of spatial intersection points.

3. The method according to claim 1, characterized in that, The light source information includes the position of the light source; The step of predicting the optical path change path of the light source relative to the eye position based on the light source information and the operation information, and obtaining the optical path change area on the shielding component based on the optical path change path, includes: Based on the operational information and the environmental information of the external environment, the vehicle's trajectory is predicted to obtain a predicted pose sequence of the vehicle within a preset time period; the predicted pose sequence includes multiple predicted poses, and one time point within the preset time period corresponds to one predicted pose. For any point in time within the preset time period, an optical path determination operation is performed to obtain the predicted optical path corresponding to each predicted pose; the optical path determination operation includes: determining the predicted optical path between the light source and the eye position under the predicted pose corresponding to the time point, based on the position of the light source; The optical path change path is determined based on the predicted optical path corresponding to each predicted pose; Based on the optical path change path, determine the projection area of ​​each predicted optical path on the shielding component; The optical path variation region is determined based on the projection area of ​​each predicted optical path on the shielding component.

4. The method according to claim 3, characterized in that, The step of adjusting the light transmittance of the corresponding area of ​​the shielding component based on the light source information, according to the projection area and the light path change area, includes: At a target time before the preset time period, the light transmittance of the corresponding area of ​​the shielding component is adjusted according to the projection area and the light path change area.

5. The method according to claim 1, characterized in that, The light source information includes the light source type; The step of adjusting the light transmittance of the corresponding area of ​​the shielding component based on the light source information, according to the projection area and the light path change area, includes: When the light source type is the first type, the light transmittance of the first area on the shielding component is adjusted to a first preset threshold, and the light transmittance of the shielding component is continuously increased from the first preset threshold in the direction from the first area to the edge of the area; the first area corresponds to the center area of ​​the projection area or the light path change area, and the edge of the area corresponds to the edge of the projection area or the light path change area; the illumination range of the first type of light source is greater than the first range threshold, and the concentration of the illumination intensity of the first type is less than the first degree threshold; When the light source type is the second type, the light transmittance of the first area on the shielding component is adjusted to a second preset threshold, the second preset threshold being less than or equal to the first preset threshold; the illumination range of the second type of light source is less than the second range threshold, and the concentration of the illumination intensity of the second type is greater than the second degree threshold.

6. The method according to claim 1, characterized in that, The shielding component includes a stacked material layer and a driving circuit layer. The light transmittance of the material layer is adjusted by the voltage applied by the driving circuit layer. The driving circuit layer includes multiple electrode units, which are used to adjust the voltage at corresponding positions of the material layer. The step of adjusting the light transmittance of the corresponding area of ​​the shading component based on the light source information, according to the current projection area and the light path change area, includes: The projection area and the optical path change area are mapped to the driving circuit layer to obtain an electrode unit subset; the electrode unit subset includes multiple electrode units; Based on the light source information, determine the target voltage corresponding to each electrode unit in the electrode unit subset; A corresponding target voltage is applied to each electrode unit in the electrode unit subset to adjust the light transmittance of the material layer in the corresponding region.

7. The method according to claim 1, characterized in that, After adjusting the transmittance of the corresponding area of ​​the occluding component based on the light source information, the current projection area, and the light path change area, the method further includes: When a preset change condition is triggered, the current projection area and the light path change area are adjusted according to the changed light source information and the changed eye position to obtain the adjusted area; the preset change condition includes at least one of the following: the change amplitude of the eye position is greater than a first amplitude threshold, and the change amplitude of the light source information is greater than a second amplitude threshold; Based on the adjusted area, the light transmittance of the corresponding area of ​​the shielding component is adjusted.

8. The method according to claim 1, characterized in that, The light source information includes the light source location and light source type; The acquisition of light source information of the external environment of the vehicle and the eye position of the user inside the vehicle includes: Obtain environmental information of the external environment and facial features of the user; Obtain the areas to be identified in the environmental information whose brightness is greater than a preset brightness threshold; If a light source that meets the preset light source conditions exists in the area to be identified, the light source position, optical properties, and spectral characteristics of the light source are obtained. Based on the optical properties and the spectral characteristics, the light source type of the light source is determined; The eye position is determined based on the facial features using an eye-tracking algorithm.

9. The method according to claim 1, characterized in that, The step of predicting the optical path change path of the light source relative to the eye position based on the light source information and the operation information, and obtaining the optical path change area on the shielding component based on the optical path change path, includes: The user's eye movement trajectory is obtained in a first time period; the eye movement trajectory includes the eye movement direction and eye focus at each time point. Based on the eye movement trajectory, predict the predicted movement trajectory of the eye in the second time period after the first time period; Based on the light source information, the operation information, and the predicted motion trajectory, predict the optical path change path of the light source relative to the eye position; The optical path change region is determined based on the optical path change path.

10. A vehicle, characterized in that, include: A computer-readable storage medium storing computer program instructions that, when executed by a processor, implement the vehicle anti-glare method as described in any one of claims 1-9.

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